WO2018171991A1 - Procédé de télécommande de plusieurs systèmes automoteurs sans pilotes et poste de contrôle de télécommande des systèmes automoteurs et système - Google Patents

Procédé de télécommande de plusieurs systèmes automoteurs sans pilotes et poste de contrôle de télécommande des systèmes automoteurs et système Download PDF

Info

Publication number
WO2018171991A1
WO2018171991A1 PCT/EP2018/053922 EP2018053922W WO2018171991A1 WO 2018171991 A1 WO2018171991 A1 WO 2018171991A1 EP 2018053922 W EP2018053922 W EP 2018053922W WO 2018171991 A1 WO2018171991 A1 WO 2018171991A1
Authority
WO
WIPO (PCT)
Prior art keywords
self
propelled
control
systems
time interval
Prior art date
Application number
PCT/EP2018/053922
Other languages
German (de)
English (en)
Inventor
Bernd Rech
Stefan GLÄSER
Monique ENGEL
Hendrik-Jörn Günther
Teodor BUBURUZAN
Sandra Kleinau
Bernd Lehmann
Johannes Hartog
Original Assignee
Volkswagen Aktiengesellschaft
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Volkswagen Aktiengesellschaft filed Critical Volkswagen Aktiengesellschaft
Publication of WO2018171991A1 publication Critical patent/WO2018171991A1/fr

Links

Classifications

    • G—PHYSICS
    • G05—CONTROLLING; REGULATING
    • G05D—SYSTEMS FOR CONTROLLING OR REGULATING NON-ELECTRIC VARIABLES
    • G05D1/00—Control of position, course or altitude of land, water, air, or space vehicles, e.g. automatic pilot
    • G05D1/02—Control of position or course in two dimensions
    • G05D1/021—Control of position or course in two dimensions specially adapted to land vehicles
    • G05D1/0287—Control of position or course in two dimensions specially adapted to land vehicles involving a plurality of land vehicles, e.g. fleet or convoy travelling
    • G05D1/0291—Fleet control
    • G05D1/0297—Fleet control by controlling means in a control room
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/06—Automatic manoeuvring for parking
    • G—PHYSICS
    • G08—SIGNALLING
    • G08G—TRAFFIC CONTROL SYSTEMS
    • G08G1/00—Traffic control systems for road vehicles

Definitions

  • the invention relates to a method for coordinating a plurality of driverless self-propelled systems.
  • a self-propelled system can be provided for transporting persons and / or goods.
  • the self-propelled system drives by means of an autopilot driverless, i. all persons are passengers or passengers.
  • the invention also includes a control station device or, in short, a control station by means of which one of the self-propelled systems is remotely controlled, if, for example, for safety reasons in a complex traffic situation due to excessive demands of the autopilot by a human driver.
  • the invention also includes a system of the control station and a fleet of self-propelled systems.
  • a motor vehicle without driver automatically driving by means of an autopilot is referred to in connection with the invention as a self-propelled system (SDS - Seif Driving System).
  • a self-propelled system can be used to transport people, goods and goods.
  • Self-propelled systems are equipped with on-board sensors to detect their environment.
  • Such a sensor system may comprise, for example, at least one camera and / or at least one laser scanner and / or at least one radar, to name only a few examples.
  • a self-propelled system may provide the ability to communicate with other road users and / or an infrastructure (eg, a server, a roadside infrastructure, such as a traffic light, and / or said control room.) Another designation for such a control room is, hand Center.
  • a self-propelled system reaches the limits of its working range. For example, it may happen that a self-propelled system can not adequately assess or survey the traffic situation on the basis of its own sensors and / or the information from the infrastructure and other road users, or that it is not possible to plan a trajectory to be traveled. In such a situation, there is thus an assistance requirement of the self-propelled system.
  • a control center can support the self-propelled system by the self-propelled system, for example, by a human operator and / or a computer system from the control room is controlled remotely by sending control commands from the control station to the self-propelled system.
  • a self-propelled system is known from DE 10 2015 1 18 489 A1, which detects an unexpected driving environment and then emits an assistance requirement for a remote control together with sensor data to a control station.
  • a fleet of self-propelled systems is operated by a company, for example a taxi company, then in the event that a self-propelled system has an assistance requirement, an operator in the control room is to be kept on standby. If several self-propelled systems also require assistance, then a corresponding number of operators are required in readiness. Thus, the staffing requirements or in the case of a computerized remote control, the computing resources can be kept low, a co-ordination of self-propelled systems is required so that their assistance needs does not bind too many resources in the control room.
  • the invention has for its object to operate a control station for self-propelled systems efficiently.
  • the invention provides a method for the remote control of a plurality of driverless self-propelled systems, which are provided or set up for transporting persons and / or goods.
  • the self-propelled systems thus form a fleet. Transporting can take place in a road network.
  • a central, stationary control station is provided, which has several control resources. Each control resource can control a self-propelled system remotely. From the control desk, each of the Self-propelled systems each remotely controlled by a respective assistance requirement of the self-propelled system by means of one of the control resources.
  • the self-propelled systems are therefore only partially self-propelled, as already described in the introduction.
  • the method according to the invention comprises the following measures. At least one future time interval, for each of which one of the self-propelled systems will have an assistance requirement, and a respectively associated location at which the assistance requirement exists will be determined. Each of the control resources of the control center is allocated to the at least one time interval in an operating plan. So whenever a tax resource becomes free because one time interval has expired, that tax resource can be reused at a different time interval. In addition or as an alternative to dividing the control resources in accordance with the time interval, it may be provided that one of the control resources of the control station in the operating plan is allocated to a respective location at which assistance is required.
  • each control resource is then coupled in the time interval to which it is allocated according to the operating schedule with the self-propelled system having the assistance requirement in this time interval.
  • each control resource for each location to which it is allocated according to the operation plan may be sequentially coupled to at least some of the self-driving systems having the assistance need at the location. The coupling is done in each case for remote control of the respective self-propelled system.
  • the described control commands can be transmitted or transmitted from the control resource to the self-propelled system, so that the control resource of the control center remotely controls the respective self-propelled system.
  • the control resource can lead the self-propelled system, so perform a longitudinal guide (acceleration and braking) and / or a transverse guide (steering).
  • control resources of a control station are respectively assigned to a self-propelled system or a road section or also to a traffic situation, the last two variants being combined in the description in each case as a location at which the road section is located or the traffic situation takes place.
  • the method therefore makes it possible to use a control resource for different self-propelled systems, namely at the end of each time interval the control resource can be allocated to a different time interval, as long as the two time intervals are overlap-free.
  • a tax resource can be efficiently scheduled in an operating plan.
  • the invention also includes refinements, resulting in additional benefits.
  • the operating plan should be flexibly adapted to changing traffic situations. For example, a time interval of a self-propelled system may shift if the self-propelled system reaches the traffic situation or the place where assistance is needed sooner or later than originally provided. Accordingly, it is preferred to repeatedly receive updated travel route data from one or some or each of the self-drive systems and to cyclically adapt the operating schedule to the updated trip path data.
  • the time intervals for which one of the self-propelled systems has an assistance requirement in each case can be determined by the control station itself, that is to say a server or a computer, or by the respective self-propelled system itself.
  • each of the self-propelled systems can therefore be received in each case from at least one of the self-propelled systems of each route data for a respective planned route.
  • This route data may include, for example, the current position and / or the planned driving trajectory.
  • the assistance requirement of the self-propelled system can then be determined in a digital road map by a processor device of the control station for this self-propelled system.
  • At least one of the self-propelled systems can receive respective demand data which directly report or describe the time interval and the location for the planned assistance requirement of the self-propelled system. This can be used if a self-propelled system can independently determine its assistance needs.
  • the control room can provide as a respective control resource at least one of the following: a human operator or a group of human operators (if a self-propelled system is to be remotely controlled by multiple operators) or the computing time of a control computer.
  • the respective assistance requirement is determined or recognized in particular if, along a route of the respective self-propelled system, there is a location with at least one recurrent predetermined traffic situation.
  • a traffic situation can be, for example, a traffic jam or a vehicle density or vehicle frequency greater than a threshold value.
  • assistance needs can be determined if along the route of the self-drive system is a location with at least one predicted predetermined traffic situation. For example, if it is known that due to a predetermined event, such as a football match or a demonstration, a predetermined traffic situation, such as a traffic jam or a detour, will take place, it can also be detected here assistance requirement for a self-propelled system.
  • Assistance requirement can also be determined if at least one predetermined road section lies along a drive route of the self-propelled system.
  • a road section which, according to accident statistics, has an above-average accident frequency can be identified as a location with assistance requirements for self-driving systems.
  • an estimated residence time of the self-propelled system is set at the respective location.
  • the residence time can be determined on the basis of the planned travel route and the travel speed or planned driving speed determined, for example, by the autopilot. Additionally or alternatively, traffic flow data indicative of average speeds along the route may be used.
  • At least two time intervals, each at least partially overlapping, of one of the self-propelled systems are recognized.
  • overlapping time intervals it is indicated or indicated that two self-propelled systems have at the same time assistance needs, since every time interval represents a self-propelled system and overlapping time intervals thus indicate at the same time two self-propelled remote control systems. This binds two control resources.
  • a respective control command for setting a displacement action is sent to the self-propelled system on at least one of the self-propelled systems before the time interval at which the self-propelled system has the assistance requirement.
  • This SCI move action is set up to move the time interval. This can eliminate the overlap.
  • the shifting action may include delaying a self-drive system departure.
  • the self-propelled system will start later, so it has a different, delayed or delayed residence time to the place with assistance needs.
  • the shifting action may include changing a traveling speed of the self-propelled system. This can also be used to postpone or change the time of arrival at a place where assistance is required. By increasing the driving speed, the time interval can be increased advanced and reduced by reducing the speed to the rear, at later times.
  • Another measure for optimizing the operation of the control station provides that a control command for forming a platoon (platoon column) with at least one second of the control systems is transmitted to a first of the self-propelled systems.
  • a self-propelled system follows another self-propelled system, taking over its driving behavior. If, for example, the platoon's foremost, leading self-propelled system is remotely controlled, each subsequent self-propelled system of the platoon follows automatically, without this self-propelled system having to be remotely controlled.
  • the time interval of the first self-propulsion system (which adjoins or follows another self-propelled system in the platoon) is merged into a single time interval with the time interval of the second self-propelled system citing the platooning.
  • only one control resource is needed, which remotely controls two or more than two self-propelled systems in this time interval by remotely controlling only the platoon's leading self-propelled system and following each remaining self-propelled system of the platoon.
  • a control station which is operated according to the inventive method, results in an embodiment of the control station according to the invention.
  • the invention provides a control station for the remote control of several driverless self-propelled systems.
  • Each self-propelled system can carry at least one person and / or goods.
  • the control station has a processor device which is set up to carry out an embodiment of the method according to the invention.
  • the processor device can have at least one microprocessor and / or at least one microcontroller.
  • an operating plan for control resources of the control station can be created.
  • the control resources themselves may also be operators in the manner described.
  • the processor device can have a program code which is set up to carry out the embodiment of the method according to the invention.
  • the program code may be stored in a data memory of the processor device.
  • the invention also includes the system comprising the control station and a plurality of driverless self-propelled systems.
  • the self-propelled systems are set up to drive in an assistance requirement in which the self-propelled system recognizes that self-propulsion is impossible depending on a remote control signal from the control center, ie from remote control commands or control commands from the control center.
  • a remote control signal from the control center ie from remote control commands or control commands from the control center.
  • Fig. 1 is a schematic representation of an embodiment of the invention
  • FIG. 2 is a diagram illustrating time intervals that may be determined by a control station of the system of FIG. 1; FIG. and
  • Fig. 3 is a sketch for illustrating the time intervals after they have been moved by at least one shift action against each other.
  • the exemplary embodiment explained below is a preferred embodiment of the invention.
  • the described components of the embodiment each represent individual features of the invention that are to be considered independently of one another, which also each independently further develop the invention and thus also individually or in a different combination than the one shown as part of the invention.
  • the described embodiment can also be supplemented by further features of the invention already described.
  • Fig. 1 shows a system 10, which may have a control station 1 1 and self-propelled systems 12 or SDS 12.
  • the control station 1 1 may have a processor device 13, which can communicate with each of the SDS 12 via a respective communication link 14.
  • the processor device 13 may be connected to the Internet 15, for example.
  • Each communication link 14 may then comprise, for example, an Internet connection and / or a radio connection.
  • the control station 12 may further comprise control resources 16 for remotely controlling the self-propelled systems 12, if a self-propelled system 12 has corresponding assistance requirements.
  • an operating plan 17 can be automatically generated for the control resources 16.
  • the operating plan 17 can indicate for each control resource 16 in which time interval or for which driving situation or at which location a self-propelled system 12 should be remotely controlled by the respective control resource 16.
  • the control station 1 1 can receive demand data 18 and / or travel route data 19 from each self-propelled system 12.
  • an SDS 12 can signal its respectively planned travel route 20 to the control station 11.
  • the processor device 13 can determine the assistance requirement of the SDS 12 based on the travel route data 19 itself. For example, it can be detected in a digital road map 21 on the basis of the travel routes 20, whether an SDS 12 will pass a location 21 at which there may be an assistance requirement. Furthermore, it can be determined within which time interval 22 the respective SDS 12 will be at the location 21. With location here is meant an area.
  • FIG. 2 exemplifies the resulting time intervals 22 for location 21.
  • the time intervals 22 are arranged over the time t.
  • two control resources 16 are occupied or necessary for the respectively overlapping time intervals 22.
  • the SDS 12 are distinguished by respective designations SDS 1, SDS 2, SDS 3, SDS 4.
  • a control command 24 can now be sent to each SDS 12 or one or several SDS 12 (see FIG. 1).
  • a shift action can be triggered or controlled in the respective SDS 12, as has already been described.
  • Fig. 3 illustrates a possible result. As illustrated in FIG. 3, the overlapping regions 23 could be resolved or removed. Thus, instead of 3 control resources, as was necessary for the example of Fig. 2, only two control resources in the case illustrated in Fig. 3 are needed.
  • the operation plan 17, as shown in FIG. 3, may then be output or displayed for scheduling the control resources 16.
  • Each control resource which is classified according to the operation plan for the location 21 or a respective individually assigned SDS 12, can then send a remote control signal 25 to the respective SDS 12, for example by means of the processor device 13 and thereby remotely control the respective SDS 12 and thus through the location 21 or its area by remote control or lead, so that the SDS 12 does not have to drive itself by means of his autopilot at the place 21.
  • a particularly preferred embodiment is described again.
  • a procedure will be implemented to help ensure that each SDS of the SDS Fleet under management is available, if required, with a Commander (Control Resource) or available within a defined period of time.
  • the invention assumes that at least some of the situations in which an SDS must request assistance from the command center are known and can be predicted. These can be recurrent traffic situations as well as road sections with features that require assistance (eg bottlenecks, complex roadway guidance). It could also be road sections that are independently navigable by an SDS in normal traffic conditions, but not in certain traffic situations, the temporal occurrence of which is predictable (eg morning and evening rush hour traffic).
  • the scheduling of the commander to the SDS is planned.
  • An assignment of the commanders to certain road sections or to specific traffic situations could also take place (eg a specific intersection or a section of road in which a refuse vehicle is currently located).
  • a time allocation could be made for a road section, so that a combination of spatial and temporal assignment takes place.
  • the driving of an SDS can be influenced within certain limits by the Command Center to control the arrival time of an SDS in an assisted location to some extent (eg affecting cruising speed, departure time or route).
  • the goal is, if possible, to avoid an overlap of assistants and to achieve a gradual processing.
  • the movement of an SDS can be influenced by the Command Center in such a way that several supervised SDS travel in succession. Then a spatial assignment of a commander would make sense and it would be an assistant for consecutively moving SDS or in short intervals (temporally and spatially) moving SDS possible.
  • This traffic information may also include local (possibly only temporary) disturbances such as daily construction sites, hiking construction sites due to maintenance work, refuse collection, sweeper, etc.
  • o Information about the traffic control (traffic light information, side lane release, lane closure, etc.) from a traffic center or a corresponding provider or service provider.
  • the method may then include the following steps:
  • a timetable could be created for each section of road to be supervised (eg crossing etc. which requires assistance from a commander, road or traffic situation-oriented operational plan)
  • Identification of time intervals (with little time overlap), which have the potential that they can be shifted against each other by influencing the SDS (eg cruising speed, departure time, adjustment of the travel route and thereby the travel time and / or the assistance requirement), that a successive processing is possible.
  • Identification of requirements for the respective commander depending on the characteristics of the SDS and the difficulty of the assistance task to be managed. It could be tasks for commanders that are easy to manage, take little time, and perhaps even work alongside other simple commander tasks. On the other hand, it could also be commander activities with a high cognitive claim to the Commander, which also require a certain qualification (for example, a special SDS driver's license).
  • the process is run through cyclically during operation.
  • the method also applies to the general deployment planning of Commander use, for. For example, to plan additional capacity for special events, such as a major event.

Abstract

L'invention concerne un procédé de télécommande de plusieurs systèmes automoteurs sans pilotes (12), un poste de contrôle central (11) stationnaire, lequel comporte plusieurs ressources de commande (16) et à partir duquel chacun des systèmes automoteurs (12) est télécommandé respectivement lors d'un besoin d'assistance du système automoteur (12) au moyen respectivement d'une des ressources de commande (16), étant réalisé. Selon l'invention, au moins un intervalle de temps futur (22), pour lequel un des systèmes automoteurs (12) respectifs présente un besoin d'assistance, ainsi qu'un lieu associé (21) respectif auquel existe le besoin d'assistance, sont déterminés et une des ressources de commande (16) du poste de contrôle (11) est attribuée respectivement à l'intervalle ou aux intervalles de temps (22) dans un plan de fonctionnement (17) et chaque ressource de commande (16) dans l'intervalle de temps (22) auquel elle est attribuée selon le plan de fonctionnement (17) est couplée au système automoteur (12) présentant un besoin d'assistance dans l'intervalle de temps (22) pour le télécommander.
PCT/EP2018/053922 2017-03-22 2018-02-16 Procédé de télécommande de plusieurs systèmes automoteurs sans pilotes et poste de contrôle de télécommande des systèmes automoteurs et système WO2018171991A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102017204783.6 2017-03-22
DE102017204783.6A DE102017204783A1 (de) 2017-03-22 2017-03-22 Verfahren zum Fernsteuern von mehreren führerlosen Selbstfahrsystemen sowie Leitstand zum Fernsteuern der Selbstfahrsysteme und System

Publications (1)

Publication Number Publication Date
WO2018171991A1 true WO2018171991A1 (fr) 2018-09-27

Family

ID=61244613

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2018/053922 WO2018171991A1 (fr) 2017-03-22 2018-02-16 Procédé de télécommande de plusieurs systèmes automoteurs sans pilotes et poste de contrôle de télécommande des systèmes automoteurs et système

Country Status (2)

Country Link
DE (1) DE102017204783A1 (fr)
WO (1) WO2018171991A1 (fr)

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113628471A (zh) * 2021-08-09 2021-11-09 广州文远知行科技有限公司 一种无人驾驶车辆的调度方法、装置、设备和介质
CN113625714A (zh) * 2021-08-11 2021-11-09 重庆大学 一种基于并行求解的自动驾驶运动规划方法

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN111582730B (zh) * 2020-05-11 2023-09-15 新石器慧通（北京）科技有限公司 一种无人车远程接管控制方法、装置、系统和存储介质

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090164638A1 (en) * 2007-12-24 2009-06-25 Electronics And Telecommunications Research Institute System and method for uplink resource allocation in mobile internet
WO2009102970A2 (fr) * 2008-02-13 2009-08-20 Seegrid Corporation Système à plusieurs robots répartis
US20110130894A1 (en) * 2009-11-30 2011-06-02 Electronics And Telecommunications Research Institute System and method for providing driving guidance service to vehicles
DE102014014119A1 (de) 2014-09-24 2015-03-26 Daimler Ag Verfahren zum Betrieb eines Straßenkraftfahrzeugs sowie Straßenkraftfahrzeug
DE102015118489A1 (de) 2014-11-13 2016-05-19 Toyota Motor Engineering & Manufacturing North America, Inc. Fernbedienung eines autonomen Fahrzeugs in einer unerwarteten Umgebung
DE102016001264A1 (de) 2016-02-04 2016-09-22 Daimler Ag Verfahren und System zum autonomen Fahren eines Fahrzeuges in einem begrenzten Gebiet
US9465388B1 (en) 2014-03-03 2016-10-11 Google Inc. Remote assistance for an autonomous vehicle in low confidence situations

Family Cites Families (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE202013100347U1 (de) * 2013-01-24 2013-03-05 Ford Global Technologies, Llc Bedarfsweise aktivierbares Fernsteuerungssystem für Kraftfahrzeuge

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US20090164638A1 (en) * 2007-12-24 2009-06-25 Electronics And Telecommunications Research Institute System and method for uplink resource allocation in mobile internet
WO2009102970A2 (fr) * 2008-02-13 2009-08-20 Seegrid Corporation Système à plusieurs robots répartis
US20110130894A1 (en) * 2009-11-30 2011-06-02 Electronics And Telecommunications Research Institute System and method for providing driving guidance service to vehicles
US9465388B1 (en) 2014-03-03 2016-10-11 Google Inc. Remote assistance for an autonomous vehicle in low confidence situations
DE102014014119A1 (de) 2014-09-24 2015-03-26 Daimler Ag Verfahren zum Betrieb eines Straßenkraftfahrzeugs sowie Straßenkraftfahrzeug
DE102015118489A1 (de) 2014-11-13 2016-05-19 Toyota Motor Engineering & Manufacturing North America, Inc. Fernbedienung eines autonomen Fahrzeugs in einer unerwarteten Umgebung
DE102016001264A1 (de) 2016-02-04 2016-09-22 Daimler Ag Verfahren und System zum autonomen Fahren eines Fahrzeuges in einem begrenzten Gebiet

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN113628471A (zh) * 2021-08-09 2021-11-09 广州文远知行科技有限公司 一种无人驾驶车辆的调度方法、装置、设备和介质
CN113625714A (zh) * 2021-08-11 2021-11-09 重庆大学 一种基于并行求解的自动驾驶运动规划方法
CN113625714B (zh) * 2021-08-11 2024-03-15 重庆大学 一种基于并行求解的自动驾驶运动规划方法

Also Published As

Publication number Publication date
DE102017204783A1 (de) 2018-09-27

Similar Documents

Publication Publication Date Title
EP1026649B1 (fr) Procédé et dispositif de préparation d'information de circulation
DE3930425C2 (de) Verfahren zum Steuern der Bewegung von Transportfahrzeugen
EP2601481B1 (fr) Méthode pour l'assistance d' une manoeuvre de stationnement dans un parc de stationnement, système de stationnement pour un véhicule et système de détection d'état d'occupation pour un parc de stationnement
DE102018222601A1 (de) Verfahren und Fahrerassistenzsystem zum Unterstützen eines Fahrers eines Fahrzeugs beim Führen des Fahrzeugs
DE112017003780T5 (de) Drahtloses Kommunikationssystem, Informationserfassungsendgerät, Computerprogramm, Verfahren zum Bestimmen, ob bereitgestellte Informationen übernommen werden sollen
EP0567992B1 (fr) Méthode de surveillance du transport de biens vers des lieux de déchargement prédéterminés
EP3566105A1 (fr) Procédé et système de préparation d'une conduite au moins partiellement automatique d'un véhicule suiveur
DE102019002790B4 (de) Verfahren zur Prädiktion einer Verkehrssituation für ein Fahrzeug
DE102017208878A1 (de) Verfahren zum Prognostizieren zumindest eines Ampelschaltzustands während einer Fahrt eines Kraftfahrzeugs sowie Steuervorrichtung, Kraftfahrzeug und Servervorrichtung
DE102018129072A1 (de) Systeme und verfahren zum dynamischen verwalten einer shuttleflotte
DE102018216082A1 (de) Verfahren zur kooperativen Manöverabstimmung
WO2018171991A1 (fr) Procédé de télécommande de plusieurs systèmes automoteurs sans pilotes et poste de contrôle de télécommande des systèmes automoteurs et système
DE102013000385A1 (de) Verfahren und Navigationssystem zum Ermitteln eines Fahrroutenvorschlags für eine bevorstehende Fahrt mit einem Kraftwagen
DE102019209552A1 (de) Verfahren zur Verkehrserfassung
DE102006017845A1 (de) System und Verfahren zur Parkbuchtreservierung für LKWs
EP3726455A2 (fr) Procédé de pronostic de la disponibilité d'au moins une station de charge pour un véhicule électrique
DE19944310C2 (de) Verfahren und System zur Priorisierung des öffentlichen Personennahverkehrs
DE102012215447A1 (de) Zentralisierte Routenbestimmung
DE102017217131B3 (de) Verfahren zur Unterstützung einer Parkplatzsuche für einen Fahrzeugführer eines Lastkraftwagens sowie ein System, welches dazu eingerichtet ist, ein solches Verfahren durchzuführen
DE102014104574B4 (de) Durchführung von Spezialtransporten
EP3768567B1 (fr) Procédé pour préparer ou commander les déplacements d'une pluralité de véhicules dans un réseau de voies de circulation
DE102017221633A1 (de) Verfahren zum Betreiben einer Steuervorrichtung eines Kraftfahrzeugs, um einen nächsten Anhaltevorgang vorauszusagen, sowie Steuervorrichtung und Kraftfahrzeug
DE102019116087A1 (de) Verfahren und system zum bestimmen eines lokalen haltepunkts eines fahrzeugs
EP3994902B1 (fr) Procédé d'allocation coopérative de ressources pour l'exécution de manoeuvres de déplacement dans une zone routière, circuit de commande correspondant et véhicule à moteur équipé d'un tel circuit de commande
DE102018123153A1 (de) Verfahren und Vorrichtung zur Beeinflussung von autonomen Wechsellichtzeichenanlagen

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 18705915

Country of ref document: EP

Kind code of ref document: A1

122 Ep: pct application non-entry in european phase

Ref document number: 18705915

Country of ref document: EP

Kind code of ref document: A1